Jam Protection and Alleviation for Control Surface Linkage Mechanisms

ABSTRACT

A flaperon mechanism that provides jam protection while preventing the component departing from the airplane or causing unacceptable collateral damage. The jam protection feature comprises a controlled failure (fused) mechanism that is associated with the flaperon and flaperon hinge panel and maintains functional movement of the devices. Additional features can be added to the mechanism to block, shield, allow runout and shed other obstruction avenues.

BACKGROUND

This disclosure generally relates to actuators for flight controlsurfaces and, in particular, relates to jam-tolerant systems foractuating flight control surfaces.

Deployable leading and trailing edge devices have been used for manyyears to control the attitude and lift/drag characteristics of modernaircraft. In particular, conventional trailing edge ailerons located onleft and right aircraft wings are deployed asymmetrically to roll theaircraft. Trailing edge flaps are generally deployed symmetrically tocreate high-lift wing configurations suitable for landing and take-off.The flaps are then stowed for more efficient operation at cruiseconditions. Conventional trailing edge devices typically include flaps,ailerons, or flaperons that are hinged relative to the wing, and aredriven between stowed and deployed positions by one or more actuators.

Movement of aircraft control-surface components is crucial in flight,whereby an actuating assembly must consistently and dependably performduring normal operation. In particular, it is desirable that a flightcontrol surface continue to be deployable even if the actuator assemblybecomes jammed due to an obstruction. The definition of jam toleranceencompasses the ability of an actuator, or an actuator system, to permitcontinued input drive capabilities in the event of a jam in theactuator, or one or more of the actuators in an actuator system,respectively, resulting from an obstruction or internal actuatorfailure. In the context of the aerospace industry, such a jam-tolerantfeature permits continued aircraft control flap movement in the event ofa jam in one or more of the actuators in an actuator system.

Regulations require that an airplane be shown by analysis, tests, orboth, to be capable of continued safe flight and landing after any oneof a number failures or jamming in the flight control system andsurfaces (including trim, lift, drag, and feel systems), within thenormal flight envelope, without requiring exceptional piloting skill orstrength. Any jam in a control position normally encountered duringtakeoff, climb, cruise, normal turns, descent, and landing must beaccounted for. In particular, the aircraft cannot have an undetectedfailure in a control surface prior to the next flight, loosefunctionality, departure of a component from the airplane, or collateraldamage locally or downstream.

A known flaperon assembly (see, e.g., U.S. Pat. No. 7,766,282) comprisesa flaperon linked by linkage mechanisms to a wing and a rigid panelcoupled by hinges to the wing and linked to the linkage mechanisms forcoordinated panel rotation and flaperon movement. The flaperon assemblyfurther comprises a pair of unitary cam track assemblies attached to thewing by respective brackets, each cam track assembly comprising a pairof cam surfaces (a.k.a. “cam tracks”). One cam surface is a failsafefeature which provides redundancy for the flaperon and does not carryany flight or system-generated loads. The other cam surface provides theprogram position for the rigid hinged panel. Due to linkage mechanismmovement and the trapped programming tracks (i.e., cam surfaces) in thistype of flaperon assembly, it is possible for an obstruction to occur.The obstruction can occur within the mechanism movement, in the camtrack or surface, or in a pinching jam between moving and stationaryparts.

There is a need to relieve or prevent the obstruction withoutjeopardizing the functionality of the linkage mechanisms, therebyavoiding unacceptable collateral damage and parts departing theairplane. In addition, the damage resulting from the obstruction mustallow the mechanism to be functional without further degradation untilplanned maintenance inspection.

SUMMARY

The embodiments disclosed herein relate to control surface actuationmechanisms that provide jam protection while maintaining functionalityand preventing components departing from an airplane wing or causingunacceptable collateral damage. The technical features disclosed hereinhave wide application to different types of flight control surfaces andare not limited in application to rotatable leading edge subassemblies,one slaved to the other. For example, the mechanism can be used on anydependent secondary surface deployment such as a Krueger flap on aleading edge or for any surface that is driven from another primarydriven surface. The mechanism disclosed herein is also applicable toleading and trailing edges of different types of airfoil-shaped bodies,including wings. The mechanism also has application in folding geardoors and other structures in which two subassemblies, one driven andone slaved, need to be deployed at different rates of motion.

In accordance with various aspects, one or more of the following jamprotection or alleviation features may be incorporated in a drivelinkage which links first and second rotatable subassemblies so thatrotation of the first rotatable subassembly drives rotation of thesecond rotatable subassembly: (1) structural fusing mechanisms withredundancy to allow complete movement/functionality upon a relievingfailure; (2) relief caused by an obstruction manifesting as a scissorjam; (3) trapped obstruction in a cam surface; (4) runout clearanceprovided in a trapped cam surface to allow rollers to push anobstruction to the end of the cam surface; (5) shielded linkage torollers to prevent a pinch jam between the linkage and the roller; (6)detailed features in the mechanism and cam surface to allow obstructionsto fall away instead of jamming; and (7) a cam surface shroud to preventan object from interfering between the external cam surface and a clevisjoint containing a failsafe bearing.

Other aspects are disclosed and claimed below.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments will be hereinafter described with reference todrawings for the purpose of illustrating the foregoing and other aspectsof the invention.

FIG. 1 is a diagram showing an isometric view of a flaperon installationwith an upper rigid hinged panel removed.

FIG. 2 is a diagram showing an isometric view of the upper rigid hingedpanel which was not shown in FIG. 1.

FIG. 3 is a diagram showing an isometric view of the drive linkincorporated in the embodiment depicted in FIGS. 1 and 2, the drive linkincluding joints D-E-F.

FIG. 4 is a diagram showing an isometric view of a unitary cam trackassembly incorporated in the embodiment depicted in FIGS. 1 and 2.

FIG. 5 is a diagram showing a side view of the drive link and cam trackassembly depicted in FIG. 3, with potential obstruction locationsindicated by dashed circles.

FIG. 6 is a diagram showing a side view of the drive link and cam trackassembly, with potential scissors jam-producing obstruction locations inan aft cam surface indicated by dashed circles.

FIG. 7 is a diagram showing a side view of the drive link and cam trackassembly, with potential scissors jam-producing obstruction locations ina forward cam surface indicated by dashed circles.

FIGS. 8 and 9 are diagrams showing isometric views of the drive link andcam track assembly for two scenarios which might arise from structuralfusing of the DE link fasteners in response to a jam.

FIGS. 10 and 11 are diagrams showing isometric views of the drive linkand cam track assembly for two scenarios which might arise fromstructural fusing of the EF link fasteners in response to a jam when theflaperon is deployed upward.

FIG. 12 is a diagram showing a top view of a portion of the flaperoninstallation depicted in FIG. 1.

FIGS. 13 and 14 are diagrams showing sectional views along respectiveplanes that respectively intersect the axes of joints E and D of thedrive link depicted in FIG. 3.

FIG. 15 is a diagram showing an isometric view of the cam track assemblyand positions of associated components with the flaperon deployedupward.

FIG. 16 is a diagram showing an isometric view of the cam track assemblyand positions of associated components with the flaperon deployeddownward.

FIGS. 17 and 18 are diagrams showing isometric views (from differentangles) of a cam surface having an external shroud feature in accordancewith one embodiment.

Reference will hereinafter be made to the drawings in which similarelements in different drawings bear the same reference numerals.

DETAILED DESCRIPTION

Although embodiments are disclosed in detail below, various changes maybe made and equivalents may be substituted for elements thereof withoutdeparting from the scope of the invention. In addition, manymodifications may be made to adapt a particular situation to theteachings of the invention without departing from the essential scopethereof. Therefore it is intended that the invention not be limited tothe particular embodiments disclosed hereinafter.

FIGS. 1-5 show components of an assembly for actuating a trailing edgedevice 2 in accordance with one embodiment. For purposes ofillustration, the trailing edge device 2 shown in FIG. 1 is illustratedas a generally trapezoidal-shaped flaperon. However, the generalprinciples in accordance with which the flaperon 2 is coupled formovement relative to a wing may be applied to other types of trailingedge devices as well.

Referring to FIGS. 1 and 3, the flaperon 2 is pivotably coupled to theaft ends of a pair of actuator hinge ribs 4 and 6, which are attached tothe wing (see FIG. 1) at respective joints 8 (only one of which is shownin FIG. 3). Each joint 8 can include a pin or other pivot element. Thejoints 8 allow the flaperon 2 to rotate relative to the wing about apivot axis. The pivot axis (i.e., the axis of joint 8 in FIG. 3) ispositioned so that as the flaperon 2 deploys, it opens a gap between theleading edge of flaperon 2 and the wing in a well-known manner. Forexample, the pivot axis can be positioned below and outside the generalcontour of the wing. Although FIG. 1 shows only two actuator hinge ribs4 and 6, the flaperon 2 may be pivotably coupled to the wing using morethan two actuator hinge ribs.

Still referring to FIG. 1, the coupling between the flaperon 2 and thewing further comprises respective actuators 10 which extend or retractto cause flaperon 2 to pivot about its pivot axis in one direction orthe opposite direction. The forward end of each actuator 10 is pivotablycoupled to a respective actuator hinge rib (4 or 6), while the aft endof each actuator 10 is pivotably coupled to the flaperon 2.

FIG. 3 shows a flaperon hinge fitting 14 which is attached to theleading edge 12 of the flaperon 2. The flaperon 2 is pivotably coupledto each actuator hinge rib and each corresponding actuator by means of arespective flaperon hinge fitting 14 having the structure seen in FIG.3. Each actuator is coupled to a respective flaperon hinge fitting 14 bya joint (not shown in FIG. 3) that will pass through openings 108 of theflaperon hinge fitting 14; and each actuator hinge rib (not shown inFIG. 3) is coupled to a respective flaperon hinge fitting 14 by arespective flaperon pivot joint 8.

FIG. 1 shows the flaperon installation with a rigid hinged panelremoved. That rigid hinged panel (RHP) 16 has the structure depicted inFIG. 2. The rigid hinged panel 16 may be made of carbon fiber-reinforcedplastic honeycomb material. The rigid hinged panel 16 moves in concertwith the flaperon 2 (as explained in more detail below) to control thesize of the gap between the flaperon leading edge and the wing. Therigid hinged panel 16 is pivotably coupled to the wing by means of apair of gooseneck hinges 18 (situated at the distal ends of respectivedrive lugs 21) and a swing link 20, seen in FIG. 2.

Returning to FIG. 1, the rigid hinged panel (not shown) is pivotablycoupled to the wing at three RHP hinge points 22, 24, 26. The RHP hingepoint 22 is part of a panel hinge rib 28 disposed between actuator hingerib 4 and an outboard interface rib 30. The RHP hinge point 24 is partof a panel hinge rib 32 disposed between actuator hinge rib 6 and aninboard interface rib 34. The RHP hinge point 26 is part of a panelhinge rib 36 disposed generally midway between the actuator hinge ribs 4and 6. Pivotable coupling of the rigid hinged panel to the wing isaccomplished by pivotably coupling the respective gooseneck hinges 18(seen in FIG. 2) to RHP hinge points 22 and 24 (seen in FIG. 1); and bypivotably coupling the swing link 20 (seen in FIG. 2) to RHP hinge point26 (seen in FIG. 1).

In the embodiment depicted in FIGS. 1-5, the coupling between the wingand the rigid hinged panel further comprises a pair of unitary cam trackassemblies 38. An exemplary cam track assembly 38 is depicted inisolation in FIG. 4. Cam track assembly 38 comprises a forward camsurface or track 40, an aft cam surface or track 42, a cam track ribattach point 44 and a cam shroud 46. Each cam track assembly 38 isattached to a respective panel hinge rib 28 by means of its cam trackrib attach point 44, as seen in FIGS. 3 and 5.

The cam surfaces provide a “programming” function to control the motionof one system component (e.g., the rigid hinged panel) relative toanother (e.g., the flaperon), and/or a “catcher” function to preventseparation of those components from the wing. As explained in detailbelow with reference to FIGS. 3 and 5, the cam surfaces 40 and 42 arecarried by the wing and control the motion of the rigid hinged panel 16.If a decrease in support of the flaperon 2 occurs, the cam surfaces actas “catchers” to prevent the flaperon 2 from separating from the wing.

In accordance with the embodiment depicted in FIG. 1, the flaperon 2 isdriven to move by two actuators 10. The rigid hinged panel 16 is drivenby the motion of the flaperon 2 through outboard and inboard rigidhinged panel mechanisms 88 and 90. Each rigid hinged panel mechanismcomprises a respective drive linkage 48 programmed from respectiveforward cam surfaces 40 (see FIGS. 2 and 3). The aft cam surfaces 42 arefail-safe features which provide redundancy for the flaperon 2 and donot carry any flight- or system-generated loads. The rigid hinged panel16 is moved downwardly to control the size of the gap between theflaperon leading edge and the wing. This arrangement can be used tocontrol the lift and drag resulting from flaperon deployment.

As best seen in FIG. 3, each drive linkage 48 comprises three jointsD-E-F, a pair of DE links 50 and a pair of EF links 52. Joint Dpivotably couples the DE links 50 with respective flaperon catcherplates 54 of a flaperon catcher fitting. The catcher plates 54 arefastened to a flaperon catcher rib 56 (also part of the “flaperoncatcher fitting”), which projects from the leading edge 12 of theflaperon 2. As best seen in FIG. 5, joint F pivotably couples the EFlinks 52 and a gooseneck hinge 18, which the rigid hinged panel 16 isattached to. As will be explained in more detail later with reference toFIG. 14, the central lengthwise section of joint D does not contact theaft cam surface during normal operation of the rigid hinged panelmechanism. In contrast, the central lengthwise section of joint E issurrounded by a roller bearing (not seen in FIG. 5, but described laterwith reference to FIG. 13) that rolls on the forward cam surface 40 tofacilitate movement of joint E in concert with movement of flaperon 2.The roller bearings surrounding the central portion of joint E acts as acam follower which follows the arcuate path of the forward cam surface40.

Referring to FIG. 5, each gooseneck hinge 18, to which the rigid hingedpanel is attached, is pivotably coupled to a respective pair of EF links52 by joint F. The EF links 52 moves in concert with the movement ofjoint E, which moves in concert with joint D, which moves in concertwith the flaperon 2. Accordingly, as the flaperon rotates, the drivelinkages 48 cause the rigid hinged panel 16 to rotate.

As shown in FIG. 3, the joints D and E remain in the respective camsurfaces 40 and 42 during flaperon deployment, so as to be captured inthe event that other elements of the coupling (e.g., an actuator hingerib 4/6, a flaperon hinge fitting 14, or a flaperon pivot joint 8)provide a reduced level of support.

Due to linkage mechanism movement and the trapped cam surfaces in thetype of flaperon assembly depicted in FIGS. 1-5, there are manypossibilities for obstructions to occur. The obstruction can occurwithin the mechanism movement, in the cam track or surface, or in apinching jam between moving and stationary parts. As disclosedhereinafter, technical features can be added to make it unlikely for ajam obstruction to occur within the range of motion of the mechanismand, further, to ensure that if a jam/obstruction occurs, the rigidhinged panel and associated mechanisms will not depart the airplane.

1.0 Jam Alleviation

As disclosed below, while jam protection features have been provided onboth the forward and aft cam surfaces associated with the rigid hingedpanel drive linkage, the design of the linkage and cam surfaces are suchthat obstructions at various positions require load alleviation withinthe linkage. The alleviation is accomplished in a manner such that allmajor structural components will be retained on the airplane subsequentto the mechanism encountering an obstruction at any one of themultiplicity of positions indicated by dashed circles in FIG. 5. In theevent of a jam-induced overload, the method of alleviation is astructural fuse (e.g. by shearing of material) of the mechanism. Forexample, various fusing fasteners can be designed to shear when thejamming load reaches a certain threshold. In the embodiment disclosedherein, fusing fasteners 58, 60 and 62 are designed to shear whencertain load levels are reached due to jamming, causing the associatedfastened elements to disengage. Subsequent to jam alleviation, the rigidhinged panel 16 will continue to operate by the mechanism on the side ofthe flaperon rigid hinged panel that remains intact after fusing andwill be capable of reacting limit airloads. This condition will have aminor effect on the operation of the flaperon 2 and rigid hinged panel16. After structural fusing for load alleviation, portions of linkage innon-typical locations will be observed.

The potential for secondary jams has been considered for the post-fusingcondition with no conditions found that would result in further jamconditions sufficient to pose a threat to continued safe flight andlanding. Flight controls systems are located forward of the rigid hingedpanel mechanism, which ensures that there are no detrimental secondaryeffects to the flight controls systems resulting from structural fusingof the rigid hinged panel mechanism. The actuator relief valve (a systemcomponent) prevents the actuators from generating infinite load; therelief valve releases the energy buildup within the systems load loop toprotect the systems downstream. The structural fuse capability reactedthrough the mechanism is set higher than the flaperon actuatorcapability at the relief valve setting. Under some conditions where themechanism could fuse, the flaperon actuator relief valve may be trippedbut would not result in an actuator jam condition.

An analysis was made to review the potential for structural overload ofthe rigid hinged panel mechanism during a hardover condition on theflaperon actuator or the skew resulting from a failed actuator(resulting in a windup of the flaperon surface up to the point where thefailed actuator relieves at the relief valve setting in the actuator).In both of these cases, the load input into the mechanism is below thethreshold of structural fusing required for jam alleviation. Thus themechanism remains intact for these two actuator failure conditions.

2.1 Aft Cam Surface Obstruction

Referring again to FIG. 5, there are potential jam locations within theaft cam surface 42 at the aft and forward ends where an obstructioninternal to the aft cam surface 42 could impede the motion of the DElinks 50 where they attach to the flaperon catcher plates 54 of thecatcher fitting. The positions of these aft obstructions are indicatedby small dashed circles within the aft cam surface 42 in FIG. 5.

When the flaperon 2 and rigid hinged panel 16 are commanded down and anobstruction is encountered at the aft end of the aft cam surface 42,structural fusing within the catcher fitting (e.g., shearing of fusingfasteners 62 which fasten the flaperon catcher plates 54 to the flaperoncatcher rib 56) will relieve the overload, preventing the flaperoncatcher rib 56 from being pulled out of the flaperon 2. With thisoverload relieved, motion of the flaperon 2 and rigid hinged panel 16can continue unimpeded with the rigid hinged panel 16 being driven fromthe mechanism on the opposite end of the flaperon 2 (resulting in asmall amount of rigid hinged panel torsional wind-up). The remainingintact structure will be capable of reacting limit airloads. Subsequentto shearing of fusing fasteners 62, the flaperon catcher plates 54 ofthe catcher fitting are separated from the flaperon catcher rib 56 andare free to move and rotate about joint D. This will not result in anysecondary jam conditions sufficient to pose a threat to continued safeflight and landing.

Similarly, when the flaperon 2 and rigid hinged panel 16 are commandedup and an obstruction is encountered at the forward end of the aft camsurface 42, structural fusing within the catcher fitting (comprisingflaperon catcher plates 54 fastened to flaperon catcher rib 56) willrelieve the overload, preventing the flaperon catcher rib 56 from beingpushed into the flaperon 2. With this overload relieved, motion of theflaperon 2 and rigid hinged panel 16 can continue unimpeded with therigid hinged panel 16 being driven from the mechanism on the oppositeend of the flaperon 2 (again, resulting in a small amount of rigidhinged panel torsional wind-up). The remaining intact structure will becapable of reacting limit airloads. Subsequent to shearing of fusingfasteners 62, the flaperon catcher plates 54 of the catcher fitting areagain separated from the flaperon catcher rib 56 and are free to moveand rotate about joint D. This will not result in any secondary jamconditions sufficient to pose a threat to continued safe flight andlanding.

In either of these cases, fusing within the DE links 50 (e.g., shearingof fusing fasteners 58 which fasten the DE link segments) can also occurif the obstruction is of adequate size. If the obstruction is largeenough, the DE links 50 will experience sufficient axial loading to fusethrough the continued motion of the rigid hinged panel 16 and the intactmechanism on the opposite end of the flaperon 2. In either case (upwardor downward motion), subsequent motion of the remainder of the intactmechanism can continue unimpeded with intact EF links 52. Whether theobstruction is encountered at the forward or aft end of the aft camsurface 42, the resulting alleviation will result in a condition wherethe rigid hinged panel 16 or any significant portion of the structurewill not depart the airplane.

2.2 Internal Scissors Jam

A scissors jam is defined as an obstruction internal to either the aftor forward cam surface where the side of the upper or lower rigid hingedpanel drive links contacts an obstruction trapped within a cam surface.

Still referring to FIG. 5, an obstruction may be encountered by one sideof a pair of DE links 50 (of either outboard or inboard RHP mechanisms88 and 90 shown in FIG. 1) as they go through their range of motion asthe flaperon 2 and rigid hinged panel 16 is driven up or down. Potentialscissors jam-producing obstruction locations in the aft cam surface 42are indicated by dashed circles in FIG. 6; potential scissorsjam-producing obstruction locations in the forward cam surface 40 areindicated by dashed circles in FIG. 7. The sides of the pair of DE links50 pass across the opening in the aft cam surface (see FIG. 6) and theforward cam surface (see FIG. 7) where the continued motion would resultin an applied bending moment into the DE links 50. Structural fusingwithin the DE links 50 (e.g., shearing of fusing fasteners 58) willallow the link to relieve this condition and allow unimpeded motion ofthe remainder of the intact mechanism. The remainder of the mechanism iscapable of reacting the limit airloads on the rigid hinged panel 16driven through the intact linkage, resulting in a condition where therigid hinged panel 16 or any significant portion of the structure willnot depart the airplane. Subsequent to structural fusing, the separatedsegments of fused DE links 50 are free to rotate about joints D and E,respectively, and will not result in any secondary jam conditionssufficient to pose a threat to continued safe flight and landing. Inparticular, as will be described later with reference to FIGS. 8 and 9,the ends of the separated segments of the fused DE links have eitherrounded or angled ends to prevent a secondary jam.

In the event that the obstruction is sufficiently large that thecontinued downward motion of the intact mechanism (past what is shown inFIG. 7) encounters the obstruction at the full range of motion at theaft end of the forward cam surface, further alleviation may be required.This condition and the related effects are covered in Section 2.5.

2.3 Upper External Obstruction

Referring again to FIG. 5, the small dashed circle located external tothe upper portion of the cam track assembly and in contact with the leftsides of a pair of EF links 52 represents another potential obstructionlocation. Such an obstruction encountered by the sides of EF links 52would result from an item being trapped between the upper portion of thecam track assembly and the EF links 52 when the flaperon 2 and rigidhinged panel 16 are commanded up. Structural fusing within the EF links52 will relieve this condition and allow unimpeded motion of theremainder of the intact mechanism. The remainder of the mechanism iscapable of reacting the limit airloads on the rigid hinged panel 16driven through the intact linkage and as a result of the obstruction,the rigid hinged panel 16 is designed to not depart the airplane.Subsequent to structural fusing, the separated segments of the fused DElinks 50 are free to rotate about joints D and E, respectively, and willnot result in any secondary jam conditions sufficient to pose a threatto continued safe flight and landing.

2.4 Upper Forward Obstruction in Forward Cam

FIG. 5 also shows an obstruction (indicated by two dashed circles)internal to the forward cam surface 40 near its forward end. The EFlinks 52 (shown not in contact in FIG. 5) would come into contact withsuch an obstruction during forward motion of the linkage associated withthe flaperon and rigid hinged panel motion driving into a Trailing EdgeUp position. The size of the obstruction for this condition isequivalent to two times the diameter of the roller bearing for joint E.

A runout region 64 at the upper end of the forward cam surface 40provides space for any internal obstruction that has a diameter slightlysmaller than the diameter of the roller bearing (not visible in FIG. 5)at joint E. This forward cam runout region 64 will allow for anobstruction to be pushed to the upper end of the forward cam surface 40and allow unimpeded motion of the mechanism. The runout area at the topof the forward cam surface 40 is configured such that the roller bearingcannot roll directly into these areas. This is done so that the airloadapplied to the rigid hinged panel 16 does not try to pull the bearinginto a position that could cause a binding motion of the links to occur.

In addition, structural fusing of the DE links 50 is provided foralleviating the link load when the joint E bearing contacts anobstruction greater than twice the size of the diameter of the bearing.As the flaperon 2 and rigid hinged panel 16 are commanded up and theroller bearing for joint E contacts the obstruction at the top of theforward cam surface 40, fusing (e.g., shearing of fusing fasteners 58)will relieve the axial compression loads in the DE links 50 and therigid hinged panel 16 is capable of the torsional windup associated withthis condition. The remainder of the mechanism is capable of reactingthe limit airloads on the rigid hinged panel 16 driven through theremaining intact linkage (opposite end of the rigid hinged panel 16 fromthe obstruction). Subsequent to structural fusing, the separatedsegments of fused DE links 50 are free to rotate about joints D and E,respectively, as seen in FIGS. 8 and 9, and will not result in anysecondary jam conditions. Additionally the mechanism is free to travelalong the remainder of the cam surface driven by the intact connectionto the rigid hinged panel 16 through the intact mechanism on theopposite end of the rigid hinged panel 16.

2.5 Lower Aft Obstruction in Forward Cam

FIG. 5 also shows an obstruction (indicated by two dashed circles)internal to the forward cam surface 40 near its aft end. The EF links 52(shown not in contact in FIG. 5) would come into contact with such anobstruction during aft motion of the linkage associated with theflaperon and rigid hinged panel motion driving into a Trailing Edge Downposition. The size of the obstruction for this condition is greater thantwo times the diameter of the roller bearing for joint E.

A runout region 66 at the lower end of the forward cam surface 40provides space for any internal obstruction that has a diameterequivalent to the diameter of the roller bearing at joint E. Thisforward cam runout region 66 will allow for an obstruction to be pushedto the lower end of the forward cam surface and allow unimpeded motionof the mechanism.

In addition, structural fusing of the EDs link 50 is provided foralleviating the link load when contacting an obstruction greater thantwice the size of the diameter of the bearing for joint E. As theflaperon 2 and rigid hinged panel 16 are commanded down and the rollerbearing for joint E contacts the obstruction at the lower end of theforward cam surface 40, fusing (e.g., shearing of fusing fasteners 58)will relieve the axial tension loads in the DE links 50 and the rigidhinged panel 16 is capable of the torsional windup associated with thiscondition. This torsional windup may produce compression loads in the EFlinks 52 that would be sufficient to fuse these links as well. Theremainder of the mechanism is capable of reacting the limit airloads onthe rigid hinged panel 16 driven through the remaining intact linkage.Subsequent to structural fusing, the separated segments of the fused DElinks 50 are free to rotate about joints D and E, respectively, as seenin FIGS. 8 and 9, and will not result in any secondary jam conditions.The mechanism is free to travel along the remainder of the cam surfacedriven by the intact connection to the rigid hinged panel 16 and themechanism on the opposite end of the rigid hinged panel 16.

2.6 Potential Jam Associated with Link Tabs

As seen in FIG. 5, each EF link 50 has two tabs 68 near joint E that areused to attach a respective rub plate (see rub plates 82 in FIG. 13)that assists with guiding and centering the links and bearing in theforward cam surface 40. In accordance with one embodiment, each rubplate attachment tab 68 can be extended to include shroud features 68 aand 68 b, as seen in FIG. 5 (these shroud features are also shown inFIGS. 6 and 7, but are not shown in FIGS. 8-11). These shroud featureswill prevent an object from becoming trapped between a rub plateattachment tab and the cam forward surface 40 during the slight rotationthat the EF links 52 goes through about joint E.

2.7 Secondary Jam Potential

Subsequent to structural fusing, portions of the fused components willremain attached to the intact structure and some portions will continueto move with the linkage as the rigid hinged panel 16 moves with theflaperon 2. It has been determined by analysis that these componentswill not result in any secondary jam potential and will not cause anysignificant local collateral damage during the subsequent motion. Thefused elements may cause local discrete damage to the lower fixedtrailing edge panel 15 and panel support clip but will not result inrisk to continued safe flight and landing.

FIGS. 8 and 9 show two situations which might arise from structuralfusing of the DE link fasteners in response to a jam. The distal ends oflink segments 70 and 72 of each DE link 50 have rounded corners toprevent subsequent jams. FIG. 8 shows a possible situation where a linksegment 72 of a DE link penetrates and damages the lower fixed trailingedge panel 15. FIG. 9 shows a possible situation where a link segment 70of a DE link penetrates and damages the lower fixed trailing edge panel15, which is made of composite material. This damage can be detectedduring visual inspection of the wing.

FIGS. 10 and 11 show two situations which might arise from structuralfusing of the EF link fasteners in response to a jam when the flaperonis deployed upward. The distal ends of link segment 76 of each EF link52 have rounded corners, while the distal ends of link segment 78 ofeach EF link 52 are designed with a V shape to avoid contact with thecam track bolts 80 (only one of which is visible in FIG. 10). FIG. 11shows a possible situation where a link segment 78 of an EF linkpenetrates and damages the lower fixed trailing edge panel 15. Thisdamage can be detected during visual inspection of the wing.

In an analogous manner, the plates of the catcher fitting can bedesigned to prevent any subsequent jams on major structural componentsafter fusing of a catcher fitting (e.g., shearing of fusing fasteners 62seen in FIG. 5). Although not shown in the drawings, it is possible thatthe catcher fitting will penetrate and damage the lower fixed trailingedge panel, which damage would again be detectable during visualinspection of the wing.

2.8 Structural Fuse Engineering Requirements

In accordance with the embodiment disclosed herein, the structuralfusing on the ED and EF links as well as the catcher fitting relies onproduction fasteners with additional strength margins on the supportingstructure to protect for fastener shear strengths higher than the quotedminimum capabilities. Production fasteners have a higher capabilityscatter factor than designed fuse pins. To account for this, a fuserange of X % above fastener shear allowable will capture minimum tomaximum fusing. Supporting structure will carry an additional Y % marginsafety factor to ensure that structural fusing occurs at the intendedfusing fastener [i.e., backup margin=(fastener shearallowable)×(1+X/100)×(1+Y/100)].

3.0 Jam Protection Features

The design philosophy of the rigid hinged panel mechanism and camsurfaces is to prevent a jam from occurring so that the previouslydescribed alleviation is not required. Close attention has been paid todesign details that would avoid conditions where an object could becometrapped within the mechanism or cause the mechanism to seize. These jamprotection features, described in the following sections, include thefollowing: (3.1) the cam track assemblies have an open architecture;(3.2) each cam surface has a narrow profile; (3.3) the cam surfaces arelocated in an enclosed cove; (3.4) each panel hinge rib, which supportsa respective cam track assembly, is isolated between other ribs; (3.5)the roller bearings have crowned rollers which are narrower than thewidth of the cam surfaces; (3.6) extra run-out space is provided at bothends of each cam surface; (3.7) the shape and clearance on the camsurfaces are designed to prevent items from lodging; (3.8) the camsurfaces are made of corrosion-resistant steel (CRES) with lubricatedORES cam roller bearings; (3.9) a shroud feature prevents a trapped jam;and (3.10) two features are provided for fastener retention.

These design features significantly reduce the potential for anyobstruction to exist anywhere within the cam track assembly. However ifan obstruction is present, it will be pushed toward the ends of the camsurface and if large enough, the structural fuse alleviation aspreviously described will result.

3.1 Cam Surface Open Architecture

The cam surfaces have an open architecture, meaning that features on thecam surfaces do not have areas that can contain items attributable to ajam. This design prevents debris from either getting caught or attachedto the cam surfaces.

3.2 Cam Surface Narrow Profile

The narrow width of the cam surfaces (see FIG. 12) does not allow anydebris of significant width or size to remain on the cam surface. Therequirement for the cam surface width is much narrower than conventionalcam designs. This is because the applied loads required to operate therigid hinged panel have a low magnitude, resulting in a narrow design.As such, it is difficult for foreign objects to lodge on the camsurface. Preferably the cam height is at least 1.5 times the width ofthe cam surface. This provides very limited capability for anythingreasonably associated with aircraft operations to remain on the camsurface.

3.3 Cam Surfaces in an Enclosed Cove

As seen in FIG. 1, the cam surfaces for the rigid hinged panel (notshown) are located forward of the flaperon 2 and aft of the wing rearspar 84 in a trailing edge cove 86, which is bounded on the top andbottom by the rigid hinged panel and the fixed lower trailing edge panel15 respectively. The cove encloses the areas where the cam surfaces arelocated. The fixed lower trailing edge panels 15 protect the area fromdebris thrown up by the tires of the wing-mounted main landing gearunits, resulting from engine thrust effects or debris falling from abovethe wing. Such an enclosure limits any small debris getting into thearea to cause a jam.

In addition to this being a closed cove area, all of the criticalairplane systems are located forward of the mechanism. This ensures thatnone of the systems can come loose and impede the motion of the rigidhinged panel mechanism or for any attachment hardware (such as anelectrical clamp) to come loose and become lodged in the mechanism.

3.4 Cam Track Assembly Isolated Between Ribs

Further protection of the cam surfaces is provided by the ribs on eitherside of the rigid hinged panel mechanism. As seen in FIG. 12, theoutboard RHP mechanism 88 is located between actuator hinge rib 4 andoutboard interface rib 30. Similarly, the inboard RHP mechanism 90 (seeFIG. 1) is located between actuator hinge rib 6 and inboard interfacerib 34. The cove lower panels and the ribs block access, preventingdebris from entering this area.

3.5 Crowned Rollers Narrower Than Cam Surface Width

FIG. 13 shows a sectional view at joint E of the rigid hinged panelmechanism. Joint E comprises a pivot pin 92 having a central sectionwhich is surrounded by a roller bearing 94, which facilitates travelalong the forward cam surface 40. As seen in FIG. 13, the pair of EFlinks 52 are attached to the pivot pin 92, while the DE links 50 arepivotably mounted to the pivot pin 92 by respective bearings. The rollerbearing used at joint E is a 2.0-inch-diameter stainless steel needlebearing typically used in similar applications with excellent serviceperformance and low incidence of corrosion-related issues. This bearingcomprises a multiplicity of crown rollers. With a crown roller on theflat aft cam surface, the contact area is concentrated at the bearingcrown. With the width of the forward cam surface at W inches, a bearingwidth of 0.714 W inch and a contact width of the crowned bearing to camsurface of less that 0.179 W inch, there is reduced opportunity fordebris to jam the rollers in the cam surface.

FIG. 14 shows a sectional view at joint D of the rigid hinged panelmechanism. Joint D comprises a fail-safe pin 96 having a central sectionwhich is surrounded by a bushing 98. As seen in FIG. 14, the pair of DElinks 50 are attached to the fail-safe pin 96, while the flaperoncatcher plates 54 of the catcher fitting are pivotably mounted to thepivot pin 92 and a straight bushing 98 respectively. The aft cam surface42 is a fail-safe feature, so joint D is much smaller and is designed tonot contact the aft cam surface 42. Therefore, it is not subjected tosmall debris affecting its motion. The bushing 98 is made of CRESmaterial with a low incidence of corrosion-related issues.

3.6 Extra Run-Out Space at Ends of Cam Surfaces

In accordance with another feature, additional clearance is provided ateach end of the cam surfaces up to one diameter (i.e., the height ofeach cam surface) in size for the following reasons: (a) to preventaccumulation of debris at either end of the cam surface, which mightinterfere with the operation of the rigid hinged panel mechanism; and(b) to allow debris to be pushed to the end of the cam surfaces withoutinterfering with the operation of the rigid hinged panel mechanism.

FIG. 15 shows the cam track assembly 38 and positions of associatedcomponents with the flaperon deployed upward. The runout area 64 at thetop of the forward cam surface 40 is configured such that the rollerbearing (item 94 in FIG. 13) cannot roll directly into this area. Thisis done so that the airload applied to the rigid hinged panel does nottry to pull the bearing into a position that could cause a bindingmotion of the links to occur. The forward end of aft cam surface 40 alsohas a runout region 100.

FIG. 16 shows the cam track assembly 38 and positions of associatedcomponents with the flaperon deployed downward. The runout areas 66 and102 at the aft ends of the forward and aft cam surfaces 40 and 42respectively each provide an allowance for obstructions.

3.7 Cam Shape and Clearance Provisions

The shape of the cam surfaces affects the potential for jamming. Anotheraspect of the forward cam surface 40 (see FIG. 4) is that it ispredominantly vertical. With at least 70% of the forward cam surfacevertically oriented, combined with the narrow cam surface width, theopen design and the effect of gravity all contribute to prevent itemsfrom being lodged in the forward cam surface. In addition, any smallobject that would try to lodge between the bearing and the forward camsurface would tend to push the bearing against the opposite cam surfaceand would reverse the rotational direction of the bearing, subsequentlyejecting the debris from the path of the bearing.

3.8 CRES Cam and Lubricated CRES Roller Bearing

Jam conditions occurring due to corrosion are unlikely. The cam surfacesare constructed from a solution-treated corrosion-resistant stainlesssteel. The roller bearing seated in the forward cam surface is alubricated, sealed needle bearing. The needles and the races are made ofcorrosion-resistant stainless steel. Stainless is not subject tocorrosion degradation. If the needles in the bearing fail, the mechanismwill continue to operate jam-free since the roller will slide in the camtrack or rotate about the outer diameter of the bearing within thehousing in the link. Regular lubrication intervals will detect a seizedbearing.

3.9 Aft Cam Shroud Feature

FIGS. 17 and 18 show isometric views (from different angles) of a camtrack assembly 38 having an external cam shroud feature 46 at its aftend. The purpose of the shroud is to prevent an object from interferingbetween the external surface of the cam track assembly 38 and the clevisjoint D containing the failsafe bushing (item 98 in FIG. 14). Thepresence of the extension 46 on the external surface of the cam trackassembly assures that the area of the clevis is always occupied byeither the shroud or the cam surface, thereby clearing away objects andprotecting the area from debris lodging into the cam/clevis interface.In addition, the lower edges of the flaperon catcher plates 54 of thecatcher fitting are shaped such that any object that is situated on topof the cam track assembly will be pushed by the flaperon catcher rib 56rather than being trapped between the flaperon catcher rib 56 and thetop of the cam track assembly.

3.10 Fastener Installation

As best seen in FIG. 18, fasteners installing the rigid hinged paneldrive mechanism have dual retention features by the use of aself-locking castellated nut 104 with a cotter pin 106. The use of dualretention features on the fasteners not only ensures that the mechanismand joints stay fastened throughout the life of the airplane but alsoreduce the potential for any foreign objects to fall onto the camsurface.

The flaperon and rigid hinged panel mechanism described above has beendesigned to account for conditions where the mechanism encounters anobstruction and requires structural overload alleviation and alsoincludes design features that prevent a jam from occurring. For theconditions where an obstruction in the cam surface could result in anoverload to the rigid hinged panel mechanism, features have beenincluded that will alleviate the structural overload condition in amanner that precludes structural components from departing the airplane,with the intact structure capable of reacting limit airloads. Thealleviation is accomplished in a manner that does not result in anysecondary failures that could contribute to unsafe secondary jams. Thealleviation is considered as minor with regards to continued safe flightand landing and is detectable during lubrication or planned zonalinspection.

In addition, design attributes described above reduce the risk that therigid hinged panel mechanism will become jammed. These featuresindividually address specific defined jam scenarios and togethersuccessfully prevent any jam from occurring. Based on a qualitativeassessment of the combined features, it is extremely improbable for ajam to occur outside of the areas where protection by structuralalleviation has been provided. The features added in an effort toprevent the jam from occurring include: (a) enclosing the area of thecam surfaces with other ribs and panels and locating systems away fromthe cam surface; (b) allowing excessive clearance at either end of thecams; (c) optimizing the geometry; and (d) using corrosion-resistantmaterials.

While various embodiments have been described, it will be understood bythose skilled in the art that various changes may be made andequivalents may be substituted for elements thereof without departingfrom the scope of the teachings herein. In addition, many modificationsmay be made to adapt a particular situation to those teachings withoutdeparting from the essential scope thereof. Therefore it is intendedthat scope of the claims set forth hereinafter not be limited to thedisclosed embodiments.

1. An apparatus comprising: first and second rotatable subassembliesrespectively pivotably coupled to a support structure; a drive linkagewhich links the first rotatable subassembly to the second rotatablesubassembly so that rotation of the first rotatable subassembly drivesrotation of the second rotatable subassembly, the drive linkagecomprising first and second links, a first joint which pivotably couplesthe first and second links to each other, and a second joint whichpivotably couples the first link to the first rotatable subassembly; anactuator pivotably coupled to the support structure and to the firstrotatable subassembly, the actuator when activated producing a forceurging the first rotatable subassembly to rotate relative to the supportstructure; and a cam track structure mounted to the support structure,the cam track structure comprising first and second cam surfaces,wherein the first and second joints of the drive linkage are trapped inthe first and second cam surfaces respectively of the cam trackstructure, and wherein at least one of the first and second linkscomprises a weakened portion which is designed to fail when a structuraloverload is produced due to jamming.
 2. The apparatus as recited inclaim 1, wherein said weakened portion comprises a fusing fastener whichis designed to shear when an overload is generated due to jamming. 3.The apparatus as recited in claim 1, wherein the first cam surface hasrunout regions at respective ends thereof.
 4. The apparatus as recitedin claim 1, wherein the cam track structure is made ofcorrosion-resistant material.
 5. The apparatus as recited in claim 1,wherein the support structure is an airfoil-shaped body, the firstrotatable element is a flap, and the second rotatable element is apanel.
 6. The apparatus as recited in claim 1, wherein the firstrotatable subassembly comprises a rib and a pair of plates attached tothe rib by fasteners, and the second joint of the drive linkagepivotably couples the first link to the plates.
 7. The apparatus asrecited in claim 6, wherein the cam track structure comprises a shroudfeature that extends into a space between the plates.
 8. The apparatusas recited in claim 6, wherein the fasteners which fasten the plates tothe rib are designed to shear when a structural overload is produced dueto jamming.
 9. The apparatus as recited in claim 1, wherein the firstlink comprises an extended rub plate attachment tab.
 10. The apparatusas recited in claim 1, wherein the drive linkage further comprise afastener and first and second fastener retention means whichindependently retain the fastener in place.
 11. An apparatus comprising:first and second rotatable subassemblies respectively pivotably coupledto a support structure; a drive linkage which links the first rotatablesubassembly to the second rotatable subassembly so that rotation of thefirst rotatable subassembly drives rotation of the second rotatablesubassembly, the drive linkage comprising first and second links, afirst joint which pivotably couples the first and second links to eachother, and a second joint which pivotably couples the first link to thefirst rotatable subassembly; an actuator pivotably coupled to thesupport structure and to the first rotatable subassembly, the actuatorwhen activated producing a force urging the first rotatable subassemblyto rotate relative to the support structure; a cam track structuremounted to the support structure, the cam track structure comprisingfirst and second cam surfaces, wherein the first and second joints ofthe drive linkage are trapped in the first and second cam surfacesrespectively of the cam track structure; and means for protectingagainst jamming of the drive linkage due to an obstruction in oradjacent to the cam surface, said jam protection means comprising one ormore of the following structural features: (a) at least one of the firstand second joints comprises a roller bearing comprising crowned rollerswhich are narrower than the width of the cam surface; (b) extra run-outspace is provided at both ends of the cam surface; (c) the cam surfacecomprises a shroud feature which prevents a trapped jam; (d) the drivelinkage comprises a fastener which is retained by a castellated nut anda cotter pin; and (e) the first link comprises an extended rub plateattachment tab.
 12. The apparatus as recited in claim 11, furthercomprising means for alleviating a structural overload due to jamming.13. The apparatus as recited in claim 11, wherein at least one of thefirst and second links comprises first and second link segments fastenedtogether by a fusing fastener that is designed to shear when an overloadis generated due to jamming.
 14. The apparatus as recited in claim 11,wherein the support structure is an airfoil-shaped body, the firstrotatable element is a flap, and the second rotatable element is apanel.
 15. An aircraft comprising: an airfoil-shaped body; a flappivotably coupled to the airfoil-shaped body; a panel pivotably coupledto the airfoil-shaped body; a drive linkage which links the flap to thepanel so that rotation of the flap drives rotation of the panel, thedrive linkage comprising first and second links, a first joint whichpivotably couples the first and second links to each other, and a secondjoint which pivotably couples the first link to the flap; an actuatorpivotably coupled to the airfoil-shaped body and to the flap, the flappivoting relative to the airfoil-shaped body in response to a forceapplied by the actuator; and a cam track structure mounted to theairfoil-shaped body, the cam track structure comprising first and secondcam surfaces, wherein the first and second joints of the drive linkageare trapped in the first and second cam surfaces respectively of the camtrack structure, and wherein at least one of the first and second linkscomprises a weakened portion which is designed to fail when a structuraloverload is produced due to jamming.
 16. The aircraft as recited inclaim 15, wherein said weakened portion comprises a fusing fastenerwhich is designed to shear when an overload is generated due to jamming.17. The aircraft as recited in claim 15, wherein the flap comprises arib and a pair of plates attached to the rib by at least one fusingfastener, and the second joint of the drive linkage pivotably couplesthe first link to the plates.
 18. The aircraft as recited in claim 17,wherein the cam track structure comprises a shroud feature that extendsinto a space between the plates.
 19. The aircraft as recited in claim15, wherein extra run-out space is provided at both ends of the camsurface.
 20. A method for alleviating a jam in a drive linkage whichlinks first and second rotatable subassemblies so that rotation of thefirst rotatable subassembly drives rotation of the second rotatablesubassembly, comprising installing a link of said drive linkage having aweakened portion which is designed to fail when a structural overload isproduced in said drive linkage due to jamming.